Car construction



T. N. RUSSELL.

cARvcoNsTnucTloN.

Patented July 26, 1921.

SHEETS--SHEET l.

T.- N. RUSSELL.

CAR CONSTRUCTION.

APPLICATION mio JUNE 29, 1917.

1,385,398. Patented July 26, 1921.

3 SHEETS-SHEET 2- T. N. RUSSELL. GAR coNsmucioN.

I APPLICATION FILED JUNE 29,' I9I1. 1,385,398. Patented July 261921.

UNITED STATES PATENT OFFICE.

THOMAS NATHAN RUSSELL, 0F CHICAGO, ILLINOIS, ASSIGNOR T0 CHICAGO-CLEVE- LAND CAR BOOFING COMPANY, 0F CHICAGO, ILLINOIS, A CORPORATION OF ILLI- NOIS.

CAB CONSTRUCTION.

Specicatiou of Letters Patent.

Patented July 26, 1921.

Original application filed January 26, 1914, Serial No. 814,519, now Patent No. 1,268,058, dated May 28, 1918. Divided and this applicatlon filed June 29, 1917. Serial No. 177,829.

To all whom t may concern:

Be it known that I, THOMAS NATHAN RUS- SELL, a citizen of the United States, and a resident of Chicago, in the State of Illinois, have invented certain new and useful Improvements in Car Construction, of which the following is a specification.

My present invention relates in general to car construction, and more particularly to the bodies thereof, and has special reference to improvements in the framing of such bodies.

The principal objects of my present invention are the provision of a body con` struction involving the use of metallic members,\wherein a given weight of metal is most advantageousl employed in the production of a body o maximum rigidity and strength, a minimum of wei ht, simplicity of manufacture, avoidance o waste of material, and low cost; the provision of an improved arrangement of end post construction; the provision of an improved carline construction which is adaptable for employment as a component part of a composite end plate construction; the provision of improved means for securing the posts to the end plate, and the end plate in turn to the other members of the car framing, in order to secure thegreatest strength and rigidity of the frame and roof construction, and attain the greatest resistance to all bending moments and other stresses, together with such other objects as may hereinafter apear. p Certain constructions involving in part my present improvements are shown in my co-pendingr application for Letters Patent, Serial No. 814,519, filed January 26, 1914, now Patent No. 1,268,058, granted May 28, 1918, of which the present application is a division.

In attaining the foregoing objects, a`nd certain additional advantages to be below disclosed, I have 'provided the construction illustrated in the accompanying drawings, wherein- Figure 1 is a perspective view of a portion of a car framing embodying my present improvements;

Fig. 2 is an end view of a car body employing the framing gf Fig. 1, the outer sheathing being partially removed and certain of the parts being shown in section.

Fig. 3 is a fragmentary longitudinal sectional view of the structure of Fig. 9;

Figs. 4 and 5 are transverse sectional views of said plate taken on the lines 4-4 and 5--5 of Fig. 2;

Fig. 6 is a plan view of the composite end plate structure;

Fig. 7 is a view of the blank from which the carline is manufactured;

Fig, 8 is a perspective view of the carline before the filler block is placed'in position to form the composite end plate structure;

Fig. 9 is a fragmentary longitudinal view, partly in vertical section, of the upper right hand corner of the structure of Fig. 1, illustrative of the method of attaching the end posts to the composite end plate structure; and 1 Fig. 10 is a sectional view taken on the line 10-10 of Fig. 9.

Referring first more particularly to Fig. 1 oi the drawings, it will be noted that I have here shown a car framing and body employ ing side sills 1010, center sills 11, 11, intermediate sills 12, 12, an end sill 13, corner posts 14, 14, counter braces 15, 15, side posts 16, 16, side plates 17, 17, and purlins 18, 18, the construction thus far described being a common one in the art of car construction, the purlins 18 being supported at their ends by end plates 19, and intermediately by carlines 20, both of special construction, which I will proceed to discuss more fully in connection with Figs. 2 and 4 to 8, and said end plates being in turn supported in part by the end posts 21 which I will proceed to discuss more fully in connection with F igs. 2, 3, 9 and 10.

In manufacturing the carlines 20, embodying my present improvements, I preferably employ a liat rectangular piece 30 (Fig. 7) of sheet or plate metal, or similar suitable material, and press outwardly oppositcly inclined flanged portions 31, 32, by bending the sheet along the line indicated at 33 until the portions 31, 32 assume a position at substan- 'tially a right angle t0 the horizontal plane of the strip, the oppositely inclined flanges 31, 32 forming what for the purpose of convenience I will term the compression por4 tion of the carline or end plate, simultaneously pressing outwardly in t-he opposite direction from such plane as oppositely inclined tension portions, flanges 34 and 35 (which may be seen on inspection of Figs. 2, and 6 to 8), which last named tension portions are formed by bending the sheet along the line indicated at 36, and simultaneously giving the web 37 thus formed the reversely curved S or Z section clearly to be seen on ifv'iewing Figs. 4 and 5. The carline 20 of said figures and the composite end plate 19 are of substantially the same construction, save that the composite end plate supports a filler-block indicated at 19a.

By the employment of suitable dies, cutouts may be made as indicated at 39, 39, for the formation of brackets 40, t() (see Figs. 1 and 2), adapted to bear against the inner side of the side plates 17, 17, and of hangers when secured in position', as by bolts 41, 41, bracing the end plates or earlines against horizontal or rockin@ movement relatively to the side plates 17, l?, the formation of said brackets L.t0-d0 leaving outwardly projecting hangers 42-42 by means of which the carline 20 ma be suspended from the plates 17, bolts 41 (Wig. l)v being conveniently employed for securing the carline in predetermined position.

As will be apparent on inspection of Figs.

2 and 6, the formation of my improved end plate or carline by the method just described will provide oppositely inclined compression surfaces 31, 32, gradually increasing in width from the center of the end plate 19 toward the ends thereof, and thereby giving a maximum width to the projecting hanger portions 42, 42, whereby an additional bracing effect against horizontal strains may be attained, the method referred to further providing tension surfaces 34; and 35 which taper from the center of the carline toward the -end thereof, thereby affording a maximum amount of material for the formation of the brackets 40, 40..

On viewing Fig. 2 it will be observed that for the purpose of bringing the ends of the roof sheathing directly down upon the ends of the carlines, that is, upon the hangers 42 thereof, and thereby when intermediate purlins 18 are employed, avoiding the necessity of using filler blocks at such ends, I provide the earlines with bends, as indicated at alla, 44a, whereby the principal advantages of my present construction are all retained, but the roof construction is somewhat simplified.

`On viewing Figs. 4 and 5 it will be observed that the compression surfaces 31 and tension surfaces 35 are preferably extended in opposite directions relatively to the curved web 37, this affording a rest or support for the filler block 19a of the end plate 19, as is clearly to be seen from inspection of such figures.

Referring now more particularly to F i gs. 1 and 3, it will be observed that the end posts .21 are j neferably of I-bcam construction, the surfaces of the web 14. thereof being disposed in a plane parallel to the longitudinal axis of the car, instead of transverse thereof. as is the common practice, the outer ends of such web being cut away from the flanges vand bent at a right angle to the body ol' such web, as indicated at Al5, whereby they may be attached to the. end sill 13 (Fig. 1) and the composite end plate slrueture if), (Figs. 9 and l0), the outer flange A1G being` cut away and the `inner flange de? bentat a right angle to the body thereof, as indicated at fl-S (Fig. 1), whereby it may be attac-.hed to the end sill 13.

rFhe structure just described is advantageous in the following respects, viz.: by the disposition of the web in the manner indicated a greater resistance to bending strains is attained than when the web is arranged transversely of the axis of the car. Furthermore nailing` blocks 50, 50 may be inset between the opposed flanges 16, l? (see and held in position by intermediate braces 51, 51 nailed thereto, as indicated at 52, 52 (see Fig. 2), such nailing` blocks 50, 50 forming bases to which the outer sheathing 53 and inner sheathing 5st may be nailed as shown.

Further referring to Fig. 1, it will be observed that the opposite end plate structure 19 is secured by means of tie members 35h, 35', 35 and 35h to the roof cai-line 2() whieh is arranged immediately tothe rear of the end of the car. Such arraiigement further serving to secure the end plate construction in place and prevent it from dislodgment therefrom in the eventy of severe shock.

Having thus described my invention and illustrated its use, what l claim as ne and desire to secure by Letters Patent is:

1. A car end framing construction comprisinpin combination, corner posts, metallic end posts, a metallic end carline secured thereto, a metallic roof carlinc to the rear of said end carline, and tic members connecting said end and roof carlincs.

2. A car end framing construction coinprising in combination, metallic end posts. a metallic end earline secured thereto and provided with a rearwardly extending flange. a metallic roof carline to the rear of said end carline, and tie members connecting the flanged portion of said end carline and said roof carline.`

3. A ear end framing comprising in conibination corner and side posts, metallic end posts. side plates secured to said corner and side posts, a metallic end earline secured to said end posts and side plates, a. roof earline to the rear of said end carline and tie members substantially parallel to said side plates connecting` said end and roof carlines, l

lil)

llll) 4. In a car end construction in combination with side plates, end plate, end sill and end posts, a rigid frame secured to said side plates and end plate for maintaining them 1n rectangular alinement and members substantially parallel to said side plates, each connected at one end to said frame and at the other end to said end plate.

A car end framing construction comprising, in combination, metallic end posts, a metallic end carline secured thereto, a metallic roof carline to the rear of said end carline, and diagonal tie members connecting the central portion of said end carline to the end portions of said roof carline.

6. In a ear end construction in combination with side plates, end plate, end sill and end posts, of a transverse flange integral with the end plate and secured to the side plates and a rigid frame secured to said side plates and to said transverse flange for maintaining them in rectangular alinement.

' In a car end construction, in combination with side plates, end plate, end sill and end posts, a rigid frame secured to said side plates and end plate for maintaining them in rectangular alinement, said frame comprising a plurality of spaced transverse members secured to each of said side plates at spaced apart points.

In testimony whereof I have hereunto signed my name in the presence of the two subscribing Witnesses.

THOMAS NATHAN RUSSELL.

Witnesses J. W. BERNBAUM, J. L. STARK. 

